Synchronizing free wheel transmission



Aug. 5, 1941.

C. F. RAUEN sYNcHRoN'IzING FREIE WHEEL TRANSMISSION lled June 13. 1932 5 Sheets-Sheet 1 ji- Q21:

i. Bauen.

A TTORNEY.

Aug. 5, 1941. c. F. RAUEN SYNCHRNIZING FREE WHEEL TRANSMISSION 5 Sheets-Sheet 2 Filed June 15,' 1932 lamb INVENTOR. Caf! if Ea Zezo ATTORNEY.

Auga 5, 1941. c. F.- RAUEN SYNCHRONI-ZING FREE WHEEL TRANSMISSION 5 Sheets-Sheet C5 Filed June l1:5, 1952 C. F. RAUEN sYNcHRoNIzINGmEE WHEEL TRANSMISSION 5 sheets-sheet 4 Aug. 5,1941. 2,251,342

Filed June 13, 19152 ATTORNEY.

A11-gs, 1941.. r

' c. F. RAUE'N SYNCHRONIZING FREE 'TRANSMISSION .Filed June 13, 1952- 5 Sheets-'Sheet 5 www.

Patented Aug. 5, 1941 I svivcnnomzmo Fuss WHEEL TRANSMISSION Carl F. Bauen, Grosse Pointe, liiich., assigner, by direct and mesne assignments, to Borg-Warner Cooirsporation, Chicago, Ill., a corporation of Illin i Application :um 1s, 1932, serai No. siaszs 1s claims. (ci. isz-4s) This inventiony relates to mechanism for synchronizing the rotary members providing afree wheeling drive associated with the power transmission system of an automobile or the like.

The term free wheeling" is descriptive of that condition oi' operating an automobile or the like. whereby the driving mechanism will automatically permit wheeling" or running of the automobile free of driving the engine, at a speed correspondingly equal to or' greater than the engine speed. l

The term "synchronizing the rotary members providing a free wheeling drive is descriptive of that condition of operation of the free wheeling mechanism prior to establishing a condition of driving through it, whereby the rotatable members of the free wheeling mechanism are rst '4 frictionally engaged until they rotate as a unit,

i. e., are synchronized, and are then coupled together.

synchronizing priorto' coupling therotatable members is highly meritorious .since it `makes possible an unhesitatingly quick, silent and easy coupling of the memberswithout harm to the mechanism thereof.

This invention therefore has for its objects to provide lin ay device of this character; means whereby speedl changes can be made quickly, easily, si1ently unhesitatingly and harmlessly to the mechanism thereof: manual control means whereby the effort required to perform said speed changes is reduced to a, minimum and easily carried out; means whereby the change speed control lever is -prevented from producing annoying sounds when at rest while the vehicle is in motion; means whereby rotatable members adapted to be coupled and held together in unvarying Figure 2 is a plan view of part of the control` along the line IV-IV;

angular relation with each other are frictionally synchronized in angular velocity, prior to cou-` pling them together; means whereby the frictional effort of synchronizing is lessened, prior to.

coupling together the synchronized members; means whereby the 4synchronizing member clutches the members synchronized and holds the same in unvarying angular relation; means whereby the clutching means of synchronized members provide self-alignment during the coupling ofthe same; means whereby positive frictional dis-engagen'ient takes place before said.

members are coupled in unvarying angular relatien; means whereby a limited manual eiort for -actuating the `synchronizing means produces a driving axle, said means not transmitting power from said driving axle; and manually controlled means' whereby the means for transmitting power l to the driving axle provides transmission oi' power from said driving axle. Y

This invention will be best understood by reference to the following description of the several embodiments thereof, shown in the accompanyings, wherein:

Figure 1 is a sectional view of the transmission mechanism in neutral, along the substantially vertical center thereof mechanism, along the line II,-lI of Figure 1:

Figure 3 is a sectional view of the control mechanism along the line III-mot Figure 1;

Figure 4 is a sectional view of part of Figure 1 Figure 5 is a half sectional view of Figure 4, along the line V-V:

Figures 6, 7 and 8 are viewsof did'erent arrangements of Figure 5;

Figures 9 and 10 are views of a vention;

Figuresll and 12 are part views of clutch tooth details of this invention;

detail of the in- Figure 13 is a' half sectional view of a modification of Figure 5;

Figure 14 is a half sectional view of another modification of Figure 5;

Figures 15, 16 and 1'! are views of different arrangements of Figure 14:

Figure 18 is a half sectional view of a modiiicationof Figure 5;

Figure 19 shows a modified form of Figure 1.

In Figure 1, I have provided a mechanism, the y operation of said novel mechanism, in combinal tion with the entire transmission mechanism.

A casing. I contains and supports in proper' relation the lentire transmissionmechanism. A cover plate 2 supports the change speed control mechanism. A lhousing 3 covers the top of the mechanism and supports and houses the lower portion of a. manual control member or lever I. A shaft 5 has connection with the engine or other driving means through a clutch (not providespartofthevariousspeedchanges. The on main shaft 1 is connected to the mains driven, and supports Part of the means for selecting the various speed changes. The

latter meansinclude a second speed gear 3 vfreely rotatable on the main shaft 1 and provided with external gear teeth 6 meshing with the teeth II of the second forward speed gear I2 of the countershaft cluster 6. l

The main shaft 1 is splined -to provide teeth I3 and grooves I4, and the grooves I4 communicate with a circumferential groove I5. A ring I6 is internally splined to correspond with the splined portion of the shaft 1 and is positioned in the groove I6 by sliding thesame along the splines of the shaft 1 until the groove I5 is reached. vHoused in the shaft 1 in the plane of the groove I6 is a spring-pressed detent I1 which hes also in the plane of one of the grooves I4. After the ring I6 reaches the groove I6, said ring is rotated untilthe grooves are aligned with the grooves I4 in the shaft 1, whereupon the detent I 1 snaps into the juxtaposed groove of the ring I6 and the latter is thus held against movement circumferentially and longitudinally of the shaft 1.

'I'he gear 6 is rabbeted at I6 to loosely receive the ring I6, and is secured against movement axially thereof by a plate I6 suitably fastened as by bolts 26 to the gear 6, so that the ring I6 is straddled by the gear 8 and the plate I 9. 'I'he teeth 6 of the gear are thus constantly in mesh with the teeth II on the countershaft gear I2.

The shaft is journalled atv2I in the casing I Aand has a hollow portion projecting into the casing. The mainshaft 1 is journalled in the opposite end of the casing at 22 and has a re duced end 23 Journalled in the shaft 5 at 24.

The hollow portion of the shaft 6 constitutes a -gear 26 having teeth 26 which are constantly meshed with the teeth 21 on the countershaft gear 23.

The gears l-and 26 have reduced portions 29 and '30, respectively. provided with external-teeth or splines engaging the internal teeth or splineson clutch rings 3I and 32. Aand secured thereto against relative longitudinal movement by pins or keys 33. Keyed at 34 on the shaft 1 vadjacent and between the respective clutch elements 3l and 32 are cone clutch members 36 and 36. which snugly receive the shaft 1 and are spaced from the cl'l'itch elements 3l and 32 by thrust bearings 'l'he main shaft 1 is provided intermediate the members 36 and 36 with a circumferential series of projections 33 which are separated from the members 36 and 36 by spacing means 35 snugly fitting about the shaft 1 and provided interiorly with notches -4I in which the pins 40, secured to and projecting beyond the shaft 1, snuglynt. Thus movement of the cone members 35 and 36 axially of the shaft 1 is prevented. -The bottoms 42 of the spaces between adjacent projections 36 are straight and provide bearing surfaces for rollers 43. The outer surfaces 44 of the projections 36 are parts of the same cylindrical surface and constitute a bearing for a shell 46,

the cooperating surface 46 of the latter closing the spaces between the projections 36. Each bottom surface 42 is so arranged that one end is farther from the surface 46 than the other end, so that the rollers 43 disposed in said spaces will grip the inner and outer walls of the spaces under certain circumstances to prevent lrelative 2,251,342 shown) or otherwise. A countershaft cluster 6 rotation of the main shaft 1 and the shell 46 and in another position, will release the shaft 1 and shell 45 to permit relative rotation thaebetween. 'D i In order to insure proper alignment of each roller 43 so that the same will properly 811D the surfaces 42 and 46, and to make each roller 43 automatically operative, each projection 36 is provided with a substantially tangential recess 41 in which a spring 46 enclosed by a plunger 43 e is located. Between the plunger 49 and the roller 43 is disposed an arcuate plate 66 having a surface engaging the cylindrical surface of the roller 43 and constantly urging the same to the shallow part of the aforementioned space under the iniluence of the spring 48.

'I'he surface 46 interiorly of the shell 46 is l located on a central boss, the sides 6I of which cooperate with the walls of the rabbets 62 in the ring members and 36 to Provide a substantially annular recess. Undulating spring rings 63 l and 53l (Figures 9 and l0) ilt into these recesses,

the crests on one side of each of said rings engaging -the shoulders 5I and those on the other side of each ring engaging the juxtaposed shoul der of the recess 62. 'I'hese rings, by reason of their resilient properties, serve to automatically move the shell 45 to the neutral position shown in Figure l after the shell has been shifted to one side or the other and pressure on the same has been relieved.

The ring members 35 and 36 are provided with frusto-conical surfaces 64 and 65, and the shell 45 is provided with cooperating frusta-conical surfaces 66 and 61, respectively. Thecone ring 36 is preferably built-up, and isprovided with a cylindrical hub around which a cone ring 58 is iltted, the parts being connected by rivets 69 or the like. If desired, the other cone ring 35 may ,also be of the built-up type.

I'he cone rings 35 and- 36 are provided with external teeth or splines 60 and 6I respectively and the shell 45 is likewise provided with external teeth or splines 62, all of said teeth being of substantially the same pitch diameter. 'I'he rings 3l and 32 are also provided with external teeth or splines 63. A shiftable clutch sleeve 64 surrounds the shell 46 and is provided with a central series of internal teeth 65 cooperating with the teeth 62 on the shell 45, whereby the sleeve and shell are slidably splined to each other. The sleeve 64 is further provided with two sets of internal teeth -66-and 61 straddling the teeth 66 and having pitch diameters corresponding to those of the teeth 63 of the rings 3I `and 32, respectively.

The abutting ends of the various teeth are chamfered to facilitate interengagement, the teeth 6I and 65 being single chamfered at 66 and -66 respectively, and the teeth 63 and 61 being double chamfered at 10 and 1I, respectively, as seen in Figures 1l and 12 (teeth 60 and the set of teeth 63 on the member 3l are omitted from l vabutting teeth is avoided so that the same are enabled to be brought into interengagement instantly, even though the teeth may be imperfectly aligned when brought together.

Intermediate the ends of the sleeve 64 is provided a plurality of holes in which springs 13 are enclosed by a hollowplunger 14, and each hle being closed at its outer end at 15. .Each plunger 14 yieldably engages the shell 45, whereby the shiftable sleeve 64 is yieldably held in any desired i position with respect to the shell 45. The teeth 62 of the shell 45 which are engaged by the plungers 14 are cut out intermediate their ends `at 16, the shoulders at the ends of the cut out portions providing cams for forcing the plungers 14 outwardly and for offering resistance to movement of the sleeve 64 on the shell 45 beyond the points where said plungers come into engagement with vsaid shoulders. i

The internal teeth 65 of the sleeve 64 are provided in plurality of series, each series being spaced from the adjacent series as shown at 11,

The sleeve 64 is provided with an outer peripheral grove 18 in which is received a shift fork element 19, employed for shifting the sleeve 64 to the right as viewed in Figure 1 to establish i seco'ndvforward speed and to the left to establish third forward speed.

The countershaft cluster 6 is journalled on a spindle 80 whose ends are fixed in the casing I,

and includes gears I2 and 28'which are constantly engaged or meshed with thev gears 8 and 25, respectively, and first forward speed gear 8| and reverse speed gear 82. A gear 83 slidably splined on the shaft 1 is shiftable by means of the element 84 into mesh with the vgear 8| to `establish first forward speed or into mesh with a reverse idler (not shown) constantly meshed with the reverse gear 82 to establish reverse speed.

The speed control mechanism supporting mem- Iber 2 spans the upper part of the casing I and is 'cooperates with the gear`89 on the main shaft 1 to establish first forward and reverse speeds. For the purpose of properly securing the bar 86 in proper position there is provided a plate 81 at- III and |02, respectively, to provide a clearance for the gear shift lever.

The control mechanism supporting member orv plate 2 is provided with an opening y|09 of sub stantially H -shape through which the lower end of the gear shift lever 4 projects. and by .which said lever is 'guided in its movements for establishing-the various speeds as well as a neutral condition of the transmission. The notch 90of the shift rail 86 registers with anintermediate Aportieri |04 of the opening |03 when the transmission is in neutral setting. When the first speed forward or reverse speed setting is desired, the gear shift lever 4 is shifted to the right of the car t0 bring the lower end or knob 9| into the notch 90, whereupon a shift of the lever forwardly establishes, through the medium oi!l the arm 84, first speed, and in the reverse direction, reverse speed.

' ,The left branch of the opening |03 is stepped to provide two communicating recesses |05 and |06. The recess |06 is interrupted by a projection |01 which is aligned with the intermediate portion |04v of the opening |03 and requires that the lower end of the gear shift lever 4 be moved in four steps before it can be deposited in either of the ends of the recess |06, that is, from a neutral position, rst laterally toward the projection |01 into the recess |05, then longitudinally toward one end of .the recess |05, then again laterally into one part of the recess |06, and then again longitudinally toward the end of said part of the recess |06.

A member |08 is disposed over and secured by means of one or more of the rivets 99 to the plate 98, said member having an upstanding portion |09 which terminates upwardly in a U- which rests on the member 2 over the slot 85, said plate and the bar- 86 being connected by rivets 88 passing through a guide rod 89whichfslidably' fits in the slot 85. 'I'he bar 86 is provided with a notch 90 for reception of the knob 9| at the lower end of the gear shift lever 4, the plate 81 being` also notched at 92 to provide clearance for said lever. The lever 81 is provided with three longitudinally spaced recesses 93 for selectively receiving a spring pressed detent 94 carried in a boss 95 of the control mechanismhousing 3. The spacing of the recesses 93 vcorresponds to the first forward, neutral and reverse speed positions of the gear 83, said detent 91| serving to yieldably hold the gear 83 selectively in each of said positions.

The supporting member 2 is provided with another slot 96 which serves as a guide andl limiting means for the gear shift Ibar Q1 rail 91 whichI carries a depending larm 19 cooperating with the shifting sleeve 64 and projecting into nthe groove 18 in the latter for establishing by its movements second and third forward speeds, respectively. I For the purpose of securing the rail or bar 91 in proper position, there is provided a plate 98 supported by the member 2 and disposed over the slot 9 6 therein, the plate 98 and rail 91 being connected by rivets 99. A guide rod |00 through which the rivets 99 pass, slidably fitsin the slot 96. The rail 91 and plate 98 are notched |03 when the transmission is in neutral or in first speed or reverse speed. The U-shaped part ||0 is arranged to receive the lower part of the gear shift lever 4, said lower part being rounded at its sides |I| which engage the arms of the U-shaped part ||0 and permit of relative angu- Y lar movement between the lever 4 and the arms of the part |I0. The plate 98 is provided with a longitudinal series of five recesses ||2 for se-4 rtion by a spring |I4, the -pin and slot connection at |I5,se1'ving to prevent turning of the lever 4 about its own axis.

The transmission mechanism shown in Figure l is in neutral position, and when the shaft 5 is rotated by the engine (not shown), the countershaft cluster 6 is caused to rotate b'y\ reason of the meshing-of the gears 25 and 28, and the gear I2 of the cluster 6 causesrotation of 1, the second speed gear 8 on the mainshaft 1, without cor'- responding rotation of the latter. f

Third speedis established as follows y d The gear shift lever 4 is manually moved so that its lower end is shifted inthe direction indicated by the arrow lat 'A lin Figure until the portion |I| vis deposited in the U-shaped part ||0 and the knob `9| in the recess |05, such movement being limited by the projection |01 on the control mechanism `supporting member 2. The portion |.I of the lever 4 is then moved forporarily prevented by the spring 53a, and is coupled with the shaft 5 by means of the internal teeth 6l of the sleeve 64 and the external teeth 63 of the ring 32 carried by the shaft 5. The abutting ends of these teeth are chamfered at l and 1| as above explained to provide for unhesitating engagement of said teeth. The parts are now arranged as shown in Figure 6, and the drive from the shaft to the shaft 1 is direct from the gear 25 to the sleeve 64 to the shell 45 to the rollers 43 to the shaft l.

The rollers 43 cooperating with the adjacent parts of the main shaft l and shell 45 provide a. one-way or over-running clutch by means of which power is transmitted, when the parts are arranged as just described, from. the engine through the shaft 5 to the main shaft 'l and ultimately to the driving Wheels, but which permits the main shaft l to overrun the shaft 5 when the automobile or other vehicle embodying this construction moves by virtue of its own momentum. Thus, after the vehicle has been put into motion and during the occasions thereafter when the engine is allowed to cease driving, the vehicle is free to wheel or run at a speed correspondingly equal to or greater than that of the engine, without transmission of corresponding motion to the engine.

When the vehicle is free wheeling, the shell 45 exerts a drag upon the rollers 43, ltending to move the latter down the inclined bottoms 42 of the spaces between the projections 38 of the main shaft 1 to a point where the friction of the rollers against the' shell 45, due to centrifugal force acting upon the rollers 43, would tend to spin the rollers. To obviate this tendency, the plates 50, spring-pressed into engagement with the rollers 43, are provided. 'I'he plates Sil force the rollers 43 into proper frictional engagement with the surfaces 42 and 46.

Double direction torsional power transmission or positive drive in third or high speed is obtained as follows:

The gear shift lever 4 is manipulated so that its lower end moves from its above-described position adjacent the forward end of the recess |06 in the direction of the arrow A in Figure 3 until it is disposed in the forward portion of the recess 06, and is then shifted to .the forward end of the recess |06. During this movement, the lower end of the gear shift lever 4 is disposed in the U-shaped part H0, and upon the last-named movement, which is in the direction of the arrow B as seen in Figure 1, the shift rail 91 and the arm 19 depending therefrom cause a forward movement of the sleeve-64 from the position shown in Figure 6 to that shown in Figure 7 and subsequently into that of Figure 8. It will be noted that when the parts are arranged in neutral as shown in Figures 1 and 5, or in the free wheeling third speed position as shown in Figure 6, the frusta-conical clutch surfaces l5 and 51 are out of engagement. When, however, the last-named movement in the direction of the arrow B is initiated, so that the parts are arranged as shown in Figure 7, these frusto-conical surfaces are brought into frlctional interengagement by reason of the engagement of the plunger 14 with theforward shoulder at the forward end of the slot portion 16 of the shell 75 tooth 62. The spring 13 by which the plunger 'I4 is urged radially inward is of sufficient strength to hold the said frusta-conical surfaces in tight engagement, thus causing the members 36 and of said teeth by reason of the fact that said teethare charnfered respectively at 68 and 69 at their abutting ends as shown in Figures 11 and 12, so that when the lower end of the gear shift lever 4 reaches the forward limit of its movement, the parts are arranged as shown in Figure 8. The shafts 5' and l? are now locked together so that a positive` drive is established therebetween in third speed, that is, neither of these shafts can be rotated, regardless of direction, without simultaneously rotating the other shaft. Thus, in the event the vehicle tends to move by virtue of its momentum, the engine will be coupled to the main shaft l and xviii serve as a brake. This drive is established through the clutch ring 32 which is splined en the shaft 5, the sleeve 64 which is tooth-clutched with the ring 32, the cone clutch ring 36, which is tobth-clutched to the sleeve 64, and the forward key 34.

During the movement of the shell, 45 forward by the spring-pressed plunger 14, the spring 53a is compressed, as a comparison of Figures 6 and 7 will serve to show. Continued forward movement of the shell 45 beyond the position shown in Figure 7 is resisted by the cone clutch ring 36, so that as the sleeve `64 is moved further in a forward direction by the lower end of the gear shift lever 4, the spring pressed plunger 14 is caused to ride outwardly by the forward end of the flattened portion 'IG of the tooth 62 on the shell 45, until it reaches the high part of the tooth 62 as shown in Figure 7, whereupon the force exerted by the spring 53a overcomes the frictional resistance of the spring pressed plunger 'I4 and shifts the shell 45 to its neutral position as shown in Figure 8. This release or separationv of theshell 45 and ring 36 makes possible the coupling together or clutching together of the teeth 65 and 6| `of the parts 64 and 36, respectively, the member 64 rotating slightly in the direction indicated by the arrow at D in Figure 12 in the event these teeth are not perfectly aligned when brought together.

From the foregoing, it will be readily understood how the gear shift lever 4 is manipulatedto establish both the second speed free wheeling and the second speed double direction or "positive drive. It is necessary merely to make `the same movements as previously described but -in the opposite direction, that is, so that the lower end of the gear shift lever will be moved from a neutral position, for example, ilrst to the left until stopped by the projection |01 and then to the rear until stopped by the rear end of the recess |45, to establish free wheeling in second speed as follows: from shaft 5 through gears 25 and 28 to countershaft 6, through gears I2 and 8 to ring 3|, through teeth 63 and 66 to shifting sleeve 64, through teeth 65 and 62 to shell 45, and through the overrunning clutch including the rollers 43 to the main shaft 1. By a further shift of the lower end of the gear shift lever 4 to theleft of the car and then to the rear end of the recess |06, thel positive or double direction drive between the shafts 5 and 1 is established as follows: from shaft 5 through the gears 25, 28, |2 and 8,' clutch teeth 63 and 66, clutch teeth 65 and 60, and the key34 in connection with the cone clutch ring 35. The cooperation between the frusto-conical surfaces 54' and 56 on the respective members 35 and 45. the action of the spring 53, and the cooperation between the chamfered surfaces of the teeth 63 with the teeth 66 and the teeth 60 with teeth 65 being identical with that above explained in connection with the establishment of third speed.

It will be noted that the teeth 66 and 61are of sumcientlength to maintain their engagement with the teeth 6 3 of the rings 3| and 32 for the second and third speeds regardless whether the teeth 05 of the sleeve 64 are in engagement with the teeth 60 of the cone ring 35 or the teeth 6| of the clutch cone ring 38, re-

spectively.

In Figure 13 is shown a modified form of the invention insofar as the synchronizing feature is concerned. In this form, instead of the frustoconical surfaces and spring rings being provided in connection with the shell of the overrunning clutch, they are associated with the clutch shaft and the second speed gear carried by the main shaft. In this construction, the engine clutch shaft carries clutch Ateeth or splines for cooperation with the clutch teeth or splines ||6 of the shiftingsleeve |19 for establishing a free wheeling drive between the engine clutch shaft I6 and the transmission main shaft |20 through the overrunning clutch including the rollers |2|, shell |22 and slidably interengaged v teeth or splines |23 and |24 of the parts |22 and ||9, re-

spectively. The second forward speed gear |25, is, as with the previously described form of the invention, freely rotatable on the main shaft |2|'| and carries teeth or splines |26 for cooperating with the internalteeth or splines |21 of the sleeve ||8 to establish, by means of the overrunning clutch structure justv described, a freewheeling drive between the shafts I6 and |20 in second speed.

l Straddling the overrunning clutch structure arepcone clutch rings |28 and |29 by and between which and thev overrunning clutch shell |22 spacers |30 are carried, the rings |28 and |29 at their opposite'ends having frusto-conical surfaces |3| and |32, respectively, for cooperating with the inf ternal frusto-conical surfaces |33 and |34. Spring.l rings `|35 and |36 are provided for releasing the frusto-conical surfaces after the pressure by which they are held in contact is removed. The rings |28 and |29 are provided with teeth or splines |31 and |38, respectively, for cooperation with the teeth |24 of the sleeve ||9 to establish respectively double directionorf,i positive" drive-betweenthe shafts ||6 and'| `2'0"` in second or third forward speed. The sleeve" I9 is provided with a 'plurality of circumferentially spaced spring pressed plungers |39 which engage certain of the teeth |23 of the overrunning clutch shell |22 and thereby frictionally hold these parts against accidental relative movement. The teeth |23 which are engaged by the plungers |39 areflattened at |40 intermediate their ends. the ends of the flattened portion |40 providing shoulders |4| and |42 forcooperation with the plungers |38. The rings |28 and |29 'are splined at |43 to the main shaft |20.

It will be understood that to establish vthe double direction or positive drive between the shafts ||6 and |20, it is necessary, for example in connection with third speed, merely to shift 5 the sleeve ||9 to cause the teeth ||1 and ||8 to become interengaged by occupying the relative positions corresponding to those shown in Figure 6 in the previously described form of the invention, at which time the plungers |39 ,are

lu engaged with or about to engage thev shoulders |42 of the teeth |23, then to further shift the sleeve forward'to a position corresponding with that 4occupied by the sleeve 64 in Figure '1, whereupon the forward pressure exerted by the l5 plungers |39 on .the shoulders' |42 is communicated tothe cone clutch ring |23 through the spacer |30, the spring |36 being compressed and the surfaces |32 and |34 being brought into frictional contact, whereby the ring |29, and

2o consequently the shaft |20, is synchronized with the shaft H6 and the overrunning clutch shell |22. At this moment, the forward ends of .the teeth |26 are'in close proximity to the rear end of the teeth |38I on the ring |23, and the plunger |39, due to the resistance offered by the shaft H6 to further forward movement of the shell |22 by said plunger, rides up the shoulder |42 and to rest on the high part of the tooth |23, whereupon the spring |36 overcomes the friction of the plunger |30 on the tooth |23 and releases the surface |32 from the surface |34. At this point, the forward movement ofthe sleeve H8 is continued, and the teeth |24 caused to engage the teeth |38. In the event there is a disalignment of the teeth |24 ,and |38 as they come together, 'a slight relative rotarymovement will take place between these sets of teeth until proper alignment occurs whereupon the teeth will be interengaged and the parts be positioned 40 in a relation corresponding to that of the parts in Figure 8. 'I'his relative rotary movement of the parts is made possible by reason of the fact that the abutting ends of the various teeth |l1, H8, |21,|26, |24, |31 and |38 are chamfered in `the same way in which thecorrespondin'g tooth ends of the previously described form of the invention as shown in Figures 11 and 12 are chamfered. l

In the form of the invention appearing in Figures 14, 15, 16 and 17, provision is made for synchronizing prior to engagement of the teeth by which the free wheeling drive in second or third speed is provided, as well las prior to the engagement of the teeth by which the double direction' or positive drive in either of these speeds is established. In this form of the invention, the shifting sleeve |44 is provided with the usual series of spring-pressed plungers |45, and the teeth |46 of the overrunning roller clutch o shell |41 cooperating with the plungers' |45 are each provided with three notches |48, |49 and |50.\ When the transmission mechanism is set for neither second or 4'third speed, the plungers |45 are disposed ln the central notches |49.

Upon shift of the sleeve |44 forwardly for the purpose of establishing either or` both of the free wheeling and double direction or positive drives in third speed, the sleeve |44 is given an initial forward movement to bring it from the position it occupies in Figure 14 to that it oc- 'I'his movement effects, by

cupies in Figure 15. reason of the transmission of force from the plunger |45 to the forward wall of the notch |49, v

a Vfrictional engagement of the cooperating y 75 frusto-conical surfaces of the roller clutch shell teeth are engaged with the teeth |58.

|41 and ring member |5| at |52,.the releasing spring |53 between these parts being compressed as shown, and also frictional engagement between the frusta-conical surfaces of the parts |24 and |5| at |54, the spring |55 between these parts being also compressed as shown in Figure 15. The part is shiftable by reason of its spline connection with the main shaft |56 at |51. The result is that the shell |41 is frictionally coupled to the shaft |24 by means of the part |5| so that the sleeve |44 is synchronized with the ,shaft |24. 'I'he internal teeth |58 of the sleeve |44 are now in close proximity to the teeth |59 of the shaft |24, and the plunger |45 is at the crest of the portion of the tooth |46 intermediate the notches |49 and |50, whereupon, as the sleeve |44 is shifted further forwardly, the teeth |58 and |59 are 'brought into interengagement as shown in Figure 16, the plunger.

|45 thereupon dropping into the forward notch |50. It will be noted that the teeth |56 are shortened rearwardly to allow the various parts to come into frictional engagement before said When the parts are positioned as shown in Figure 15, with synchronization complete, the springs |53 and |55 are free to expand since the resistance offered by the plunger |45 is considerably reduced, and the shell 41 and ring |5| are moved by said springs to the rear' and out of engagement with each other until the parts |24, |5|, and |41 occupy the same relative positions in Figure 16 which they occupied initially as shown in Figure 14. 'I 'he mechanism is now arranged to free wheel, the shafts |24 and |56 being connected through the overrunning roller clutch Upon continued forward movement of the sleeve |44, pressure is transmitted in a forward direction to the shell |41 and part |5| by reason of the engagement of the plunger |45 with the forward wall of the forward notch |50 so that the parts |24, |41 and |5| are brought in the relative positions shown in Figure 15, the springs |53 and |55 being again compressed. The said parts are again thusbrought into synchronism and the internal teeth |8| of the sleeve |44 and theexternalteethllloftheprtlll arein close proximity to one another. At this point, the plunger |45 is positioned forwardly beyond the notch |58, whereupon the springs |53 and |55 are again free toerelease the frictionally engaging parts, the continued forward movement of thesleeve |44 brinling the teeth |5| andi into engagement as shown in Figure 1'1. With the parts thus arranged, the overrunning clutch |80 is locked out, the shafts |24 andi coupled through the ring |5| and the sleeve |44.-

Free wheeling and double direction or positive drivesi'nseccndspeedare obtainedlnr to reverse movement of the sleeve |44 from its neutral position shown in Figure 14 in exactly the same manner in'whichthe Iconnections forthird speeds are obtained,rthe connection between the shafts |24 and |58 for secondspeedbeingobtainedgofcourseiirmigh 4thecountershaitIaisvvillbeunderstoodupon -'inspectionof1lgure1.

Asinthepreviouslydescribedformsofthe vinventiomtheabvuttingendsoftheval'kmsintexparts are preferably chamfered so that in the event the coengasiugteeth are disaligned just prior to engagement. they may be brought unhesitatingly into alignment and interengaged.

during the return movement of the sleeve |44,

'clutch shell |13.

upon manipulated -to impart a further forwardI Without corresponding movement of the roller clutch shell |41.

A further modification of .the invention is illustrated in Figure 18. This form, which is similar to the first above described form in principle', comprises a shaft |63 which carries outer peripheral teeth |64 and is provided with an internal frusto-conical surface |65 for cooperation with an external truste-conical surface |66 on a ring |61 which is splined at |68 to the transmission main shaft |60. Instead of the main shaft |69 being provided with integral projections providing inclined surfaces upon which the rollers of the overrunning roller clutch ride, said shaft has a plurality of such projections, designated |10, slidably splined thereon at |1|, and while a single set of rollers may be provided, it is preferred that three sets of rollers |12 be provided. 'I'he shell |13 of the overrunning clutch of this construction is provided with external teeth |14 of 'a construction substantially identical with that of the teeth 62 of the shell 45 in the form of the invention appearing in Figure 1, the teeth |14 being centrally reduced at |15 to provide end shoulders |16 and |11 for cooperation with the spring pressed detents of plungers |18 carried by the shiftable sleeve |19 as in Figure 4.V

A second ring corresponding with the ring |61 is also slidably splined |68, and the rings |61 and |80 are connected to each other and to the projections |10 by means of pins |82I passing therethrough. The rings |81 and |80 straddle' the. parts of the o clutch so that the latter is movable as a unit axlally of the main shaift |60.

The ring |80 is provided with external teeth |83 and with an internal frusto-conical friction surface |84 for co-operating with the external' n release of the pressuretendingtocausesaidmrfaeestoenme.

Employing the control means described hereinabove, the sleeve |18 is rst shifted forwardly to bringits teeth l|80 into tnt with the teeth |84 of the shaft |83, whereby the drive between the Shafts I and l is established clutch above described.

to engage the forward |14 ofthecv Thegearshiftleverhsthereshoulder V|11 0f the tooth movement to the sleeve |13, the force communicated to the shell being m bymm aumenat |8| on the shafty sagement br the detest ns with the Shmuder |11, and the ring |51 engages and-compressesthe spring |90 against the shaft |63 and the surfaces |65 and |66 are brought into frictional engagefurther forward movement of the shell |13, the

spring |90 expands and moves the teeth |83 toward the teeth |88 at the same time that the latter teeth-are being moved toward the teeth |83 by virtue of the continued forward movement of the sleeve |19 by the gear shift lever 4|, as a result of which the teeth |83 and |89 are brought into interengagement. The drive between the shafts |33 and |89 is now positive, that is, double directional, since it is entirely independent of the overrunning roller clutch, said drive being established from the shaft |63 to the sleeve |19 to the ring |80 and thence to the main shaft |39.

By reverse movements of the sleeve`|19 from neutral in response to manipulation of the gear* shift lever, the teeth |88 are first brought into engagement with the teeth |01 of the second speed gear |86 to thereby establish an overrunning or free wheeling drive from the shaft |63 through the countershaft t to the second speed gear |86 to the sleeve |19 through the overrunning clutch rollers |12 to the main shaft |69, and as the rearward movement of the sleeve |19 is continued,

the frusto-conical friction surfaces |84 and |85V are brought together so that the ring |80 is synchronized with the sleeve |19. As said movement of the sleeve |19 is completed, the teeth |39 ting ends of the various interengaging teeth are preferably chamfered -as is true of the above constructions. l

In Figure 19 is illustrated a modied form of the construction appearing in Figure 1, the provision for free wheeling beingsuch as to allow for this character of drive in all forward speeds, and the free wheeling instrumentalities being provided in va unit entirely separate from the ltransmission mechanism by which the various speeds are established in connection with the' gear shift mechanism. Also in the form of the invention appearing in Figure 19, the transmission, mechanism has an individual synchronizing unit separate and distinct from the synchronizing unit employed in connection" with the free wheeling unit. In the form of the invention appearing in Figure 19, it will be found that cer- .tain details of the mechanism are identical with 'or at least similar to those heretofore described, and for `that reason, the construction appearing in this figure will be readily understood without requiring a detailed description thereof.

In this form of the invention, it will benoted that a. shift of the sleeve 2|2 forwardly will at first be transmitted through the spring-pressed plunger 2|3 carried by the annulus 2|4,'4 which is splined to the transmission main shaft 2|5, and through the annulus 2 I4, which carries a ring 2|6 having an interior frusto-conical surface. with the complemental surface 2'I1 adjacent the This surface is brought into engagement clutch teeth 2|8 carried by the engine clutch shaft 2|9, thus bringing the sleeve 2|2 into synchronism with the engine clutch shaft 2|9. As thesleeve 2|2 continues its forward movement, the resistance offered by the frusto-conical surface 2|1results inthe depression of the spring pressed plunger 2| 3 by the sleeve 2|2, thereby arresting the movement of the ring or annulus 2|4, the internal clutch teeth 220 of the sleeve 2|2 being thereupon brought into clutching engagement with the clutch teeth 2|8 on the engine clutch shaft 2|9, thereby establishing' through the annulus '2|4, on which the sleeve 2|2 is always splineda direct conventional drive I instrumentalities employed in establishing second speed in this form of the invention are substantially identical with those just described and need not be further elaborated upon,v the drive then taking place by virtue of the clutch shaft spur gear 225, the countershaft cluster 226, the constant mesh second speed gear 221, the sleeve 2|2,

the ring 2| 4, and the transmission main shaft 215. The shifting fork 220 is connected to a shift rail 2241 in any desired manner to respond to the movements of the gear shift lever 22| in establishing second and third speeds.

First speed and reverse speed drives are established in a manner heretofore described in oonnection with another form' of the invention, the

fork 229 being carried byfthe other shift rail 224 and operative upon the slidably splined gear 230, which cooperates respectively with the low speed gear 23| of the countershaft cluster 22B and through a'reverse idler (not shown) with the reverse gear 232 of the countershaft cluster.

The casing or housing 233 contains the instrumentalities just described, a, top housing member 234 serving to carry the spring-pressed balls or plungers 222 and to enclose the lower end 235 l of the gear shift lever 22| and provide a universal socket-226 for said lever.

The free wheelingl mechanism employed` in conjunction with the construction just described is in the form of an individual unit and is carried in a casing 231 appropriately secured to the casing 233 by suitable means such as the bolts 238. The transmission main shaft has its rear end projecting into the casing 23,1, said end being v lreduced and splined, and being journalled in the ternal teeth or splines on the overrunning clutch f casing 231 at 239. Splined on the rear end of the main shaft 2|5 is a sleeve 240 which is slidable and is provided with external teeth or splines 24| slidably interlocked with corresponding incam 242. The cam ring 242 carries one or more spring pressed plungers 243 which are normally received in notches 244 in the teeth or splines 24| of the sleeve 240, thereby yieldably holding the cam ring 242 against axial movement relative tov the sleeve 240. A series of rollers 245 is preferably equally spaced circumferentially about the cam ring 242, the adjacent surfaces of the latter being so cut as to form with the interior surface 24B of the Aoverrunning clutch -shell 241 a series of pockets having converging walls. This conseries of clutch teeth V.it

the cam ring A deep ends of their ceed in conventional drive struction is similar to that of the overrunning clutches heretofore described, and it will be apparent from the foregoing that by means of this construction movement of the shell 241 in only one direction relative to the cam ring 242 will be possible.

The overrunning clutch shell 241 is provided with a circumferential groove 246 which receives a yshifting fork or similar part 249 depending from the auxiliary shift lever 25D, whereby the manipulation of the latter will result in corresponding axial movements of the overrunning clutch shell 241; 'I'he auxiliary lever 250 is supported for forward and reverse movements only by means of a pivotal connection at 25| with the top plate 252 of the casing 231.

Thetail shaft 253 extends axially rearwardly of the transmission main shaft 2|5, in axial alignment therewith, and is journalled in bearings 254 in a housing or casing 255 which is bolted at 256 or otherwise suitably secured to the free wheeling unit casing 231 at the rear end thereof.

The rear end of the tail shaft 253 is splined and carries one part 251 of a universal joint coupling (not shown) by which the tail shaft 253 is connected to the propeller shaft of the vehicle. 'I'he forward end 253e of the tail shaft 253 is hollowed out to receive the adjacent end of the sleeve 240, said parts being provided with cooperable frusta-conical surfaces 253 and 259, respectively. The forward end of the tail shaft 253 is further provided with a circumferential series of teeth or splines 260 which are always slidably interengaged with a circumferential series of correspending internal teeth 26| on the overrunning clutch shell 241.

The cam ring 242 is provided with a peripheral 262 for cooperation with a like set of internalteeth end 253a of the tail shaft 253.

With` the parts arranged as shown in Figure 19, will be observed that upon manipulation of the gear shift lever 22| to establish any forward speed in the transmission, an overrunning oneway drive is established between the transmission main shaft 2|! and the tail shaft 253 through the overrunning clutch instrumentalities embodying amongotherthingsthecam ring 242, .the rollers 243 and the shell 241. The arrangement of the cam surfaces on the ring 242 is such that during the movement of the transmission main shaft 2|! in a direction to propel the vehicle forward, torque is transmitted from 242 through the rollers 243 to the 263 on the forward are preferably chamfered with the rollers 245 and cam n'ng 242 continues, the continued rearward motion of the sleeve 249 is resisted by the forward end 253a of the tail shaft 253, and as a result the forward wall of each notch 244 cams the corresponding springpressed ball 243 out of said notch, thereby allowing the shell 241, rollers 245 and cam ring 242 to continue in their rearward movement with the result that the teeth 262 and 263 are brought into interengagement, said engagement being facilitated by reason of the chamfered meeting ends of said teeth as indicated respectively at 2 54 and 265. The drive from the transmission main shaft 2|5 to the tail shaft 253 is then such as to lock out the overrunning instrumentalities, and is taken through the sleeve 240, the cam ring 242 and the teeth 262 and 263.

Provision is made in the form of the invention caslngs 233 and 231 at the juncture thereof, theA forward end 261 of said pin being engageable with the low and reverse speed shifting fork 229 f the transmission and the rear end 2,68 of the pin being engageable with the Vshoulder 269 of the overrunning clutch shell 241. When the gear shift lever 22| is manipulated so that the low and reverse slidable gear 230 is shifted rearwardly into mesh with the reverse idler (not shown), the shifting fork 229 engages the forward end 231 of the pin 266 and forces the same rearwardly, causing the rear end 268 of the pin to engage the forward shoulder 269 of the shell 241 and move the same rearwardly. As a result of this rearward movement of the shell 241, the teeth22 and 263 are first synchronized as above explained and then brought into lnterengagement, thereby locking out the overrunning lnstrumentalities so that the vehicle can be properly driven in reverse speed. The overrunning instrumentalities remain locked out under these circumstances until the auxiliary lever 256 is manually moved rearwardly to thereby shift the shell 241 forwardly and re-establish the free wheeling relation, this of course being impossible imtil after the gear 23| is shifted out of mesh with the reverse idler.

The various clutch teeth employed in the transmission and free wheeling units just described, and which are not always in interengagement, at their meeting ends in order that their lnterengagement may be facilitated, as explained above in'connection with 245 to the cam 242, the rollers 245 under such circumstances running idle in the wide or respective pockets.

Should it be desired that the free wheeling device be locked out, so that the vehicle will profor all speeds, it is necessary merely to shift the auxiliary lever 234, which projects upwardly through the iioorboard of the car within easy reach of the driver, forwardly as indicated by the arrow F in Figure 19, which movement will result ln a rearward movement of the fork 24| and its associated overrunning clutch shell 241, thereby bringing the frustaconical surfaces 253 and 269 into frictions) engagement and initially synchronizing the teeth 232 and 263 prior to their A8 thensrnrdmovementotthedlellltosether other forms of the inventlo I claim as my invention:

l. Power transmission mechanism comprising a drive member, a driven member, means associated with said members for establishing an overrunning drive therebetween, said means compris ing interengageable teeth, means including in-- terengageable teeth for establishing a two-way drive between said members. instrumentalities for synchronizing the teeth of each of said means Y immediately prior .to interengagement, means for releasing said synchronizing instrumentalities upon each of said interengagements.

2. Power transmission mechanism comprising drive and driven members having teeth, a oneand way overrunning part associated with the driven member and provided with teeth disposed berunning part and having teeth engageable with the teeth of the drive member to establish a oneway drive between said members, said sleeve having teeth engageable with those of the driven member, and means for synchronizing the lastnamed teeth to facilitate ltheir interengagement to establish a two-way drive between said members.

3. Power transmission mechanism comprising drive and driven members, means establishing a.

one-way drive between said members, instrumentalities `for. driving said drive member in forward and reverse directions, a member slidably splined on the drive mem-ber,.said driven and slidable members having teeth interengageable to establish a two-way drive between the drive and -dri'ven members, a shifting 'member cooperating with said. slidable member for controlling the same, said instrumentalities including apart movable toward said shifting member during the establishment of reverse drive of said drive member, and arranged to engage and shift the shifting member to cause interengagement of said teeth and thereby automatically establish a twoway drive between the drive and drivenmembers .so that the driven member can be driven by the drive `member when the latter is rotating in a reverse direction.

4. Power transmitting mechanism comprising' relatively movable drive and driven members,l clutch means associated with said members and `connection selectively between either member and said element, means for translating said part toward either member, means for causing said element to translate with said part, the last mentioned means Vbeing yieldable upon engagement of said clutch means to enable the teeth of said part to continue into engagement with the teeth of either member, and means for returning said element to a position of neutrality relative to said members when either drive connection is effected.

7. Power transmission mechanism including driving and driven members, shiftable means for establishing an overrunning drive between said members, tooth means associated with said memy engageable to synchronizel said members, `one of engageable to synchronize said members, one of'A said members having teeth, a part rotatable with and translatable. relative to the other member and having teeth engageable with the aforesaid teeth without clashing upon engagement ofsaid clutch means to establish a drive connection between said members, means for' translating said part toward said one member, means for causing the other member to translate with said part,

the last mentioned meansl being yieldable upon engagement of said clutch means to enable the teeth of said part to continue into engagement for releasing said clutch means upon further movement of said parts.

5. Power transmitting mechanism comprising relatively movable drive and driven members,

" clutch-means associated with said members and` `engageable to synchronize said'members, one of said members having teeth, a part rotatable with' and translatable relative to the other member and having teeth engageable with the aforesaid teeth without clashing upon engagement of said clutch means to establish a drive connection between said members, means for translating said part toward said one member, means for causing the other member to translate with said part, the

last mentioned means being yieldableupon'engagement of said clutch means to enable the teeth of said part to continue into engagement with the teeth of said one member, and means constructed and arranged for automatically re- .with the teeth of said one member, and means y said element, said members having teeth, a part rotatable with and translatable relative -to said element and having teeth engageable with the aforesaid teeth without clashing upon engagement of either clutch means to establish a drive said members having teeth, a part rotatablel with and translatabler relative to the other member and having teeth engageable with the aforesaid teeth without clashing upon engagement of said clutch means to establish a drive connection between said members, means ior translating said part toward said one member, means for causing the other member to translate with said part, the last mentioned means being yieldable upon engagement of said clutch means to enable the teeth of said part to continue into engagement with theteeth of said one member, and positive means for releasing said clutch means' upon `further movement of said parts.

9. Power transmitting mechanism comprising relatively movable drive and driven members, clutch means-associated with said members and engageable to synchronize said members, one of said members having teeth, a part rotatable with and translatable relative to the other member and having teeth engageable with the aforesaid teeth without clashing upon engagement of said clutch means to establish a drive connection between said members, meansffor translating said part toward said one member, means for causing the other'member to translate with said part, the last mentionedmeans being yieldable upon. engagement of said clutch means to enable the teethrof. said part to continue into engagement with the teeth of said one member, and positive means constructed and arranged for automatically releasing said clutch means upon further movement of said parts. s

410. Power transmitting mechanism comprising first and second drive members and an intermediate driven element, clutch means associated with said members and element and engageable to synchronize selectively either member with said element, said members having teeth, a part rotatable with and translatable relative to said element and having teeth engageable with the aforesaid teeth without clashing upon engagement of either clutch means to establish a drive` connectionv selectively between either member and said element, means for translating said part toward either member, means for causing said element to translate with said part, the last mentioned means being yieldable upon engagement of said clutch means to enable the teeth of said part to continue into engagement with the teeth of either member, and positive means for returning said element to a position of neutrality relative to said members when either drive connection is effected.

11. Clutch structure comprising a pair of members having aligned teeth, a third member having teeth cooperable with the teeth of said pair of members for establishing a direct drive between said members, the teeth of said third member being disengageable from the teeth of at least one of said pair of members, means for synchronizing said disengageable teeth prior to the engagement thereof, and positive means for releasing said synchronizing means prior to engagement of said teeth.

12. Clutch structure comprising a pair of members, means associated with said members for establishing a one-Way driving connection therebetween and including disengageable teeth, instrumentalities for synchronizingthe teeth of said means immediately prior to engagement thereof, and means for rendering said synchronizing instrumentalities inoperative prior to engagement of said teeth.

13. Clutch structure comprising a pair of rotatable members having radial projections, a third member having radial projections cooperable with the projections of said pair of members for coupling the same for rotation together, one of said members being relatively movable axially with respect to the other two of said members, a friction clutch operatively disposed between two of said members and comprising a pair of frustoconical complementary surfaces, one of said surfaces being carried by a. movable one of4 said members, means operatively associated with one of said members and operable for operating said friction clutch upon relative axial movement of said members, means for relatively moving said members for operating said friction clutch dure ing the initial relative movement and for coupling v said first mentioned members together upon further relative axial movement, and spring means operable for separating said surfaces of said friction clutch prior to the coupling of said first mentioned members.

14. In a power transmission, driving and driven shafts aligned with each other, gears drivingly connected to said shafts in constant mesh with gears on a countershaft parallel to said driving and driven shafts, synchromesh means and positive clutch means between the gears on said driving and driven shafts and component synchromesh means and positive clutch means on a shiftable unit between said gears, and a one-Way clutch between said synchromesh means and said driven shaft, said one-way clutch allowing the action of said synchromesh means upon a shift of said shiftable unit.

15. In a power transmission, driving and driven shafts aligned with leach other, gears drivingly connected to said shafts in constant mesh with gears on a -countershaft parallel to said two shafts, synchromesh means and positive clutch means between the gears on said driving and driven shafts and component synchromesh means and positive clutch means on a shiftable unit be- -tween said gears, a one-way clutch between said synchromesh means and said driven shaft, said one-way clutch allowing the action of said synchromesh means upon a shift of said shiftable unit irrespective of whether the driving shaft is rotating ahead of or behind the driven shaft.

16.In a power transmission, a plurality of aligned shafts including driving and driven shafts, synchromesh and positive clutch means drivingly associated with said driving shaft, component synchromesh and positive clutch means shiftable into synchronizing and positive clutching engagement respectively with said iirst mentioned synchromesh and positive clutch means, and a one-way clutch between said shiftable synchromesh means and said driven shaft, adapted to allow the action of said synchromesh means upon a shift of said shiftable unit.

CARL F. RAUEN. 

